Electrical circuit for a transmission and clutch control apparatus



Dec. 11, 1951 R. I. MAYRATH 2,578,142

ELECTRICAL CIRCUIT FOR A TRANSMISSION AND CLUTCH CONTROL APPARATUS 7 Filed Oct. 18, 1947 2 SHEETHHEET 1 I INVENTOR.

Baler! J. Myrafl. BY M4 80M Dec. 11, 1951 R. L. MAYRATH 2,578,142

ELECTRICAL CIRCUIT FOR A TRANSMISSION AND CLUTCH CONTROL APPARATUS Filed Oct. 18, 1947 2 SHEETS-SI-IEET 2 I F 1 z r I a I 1 z z a 4 4 I 'I.

' 35 FIG.5.

IN V EN TOR.

' /7l' "/77 174 )7, 1 I 1 VA Haj-.4 Wo OM 0 Patented Dec. 11, 1951 UNITED STATES ATENT OFFICE ELECTRECAL CIRCUIT FOR A TRANSMISSION AND CLUTCH ()QNTROL APPARATUS Robert L. Mayrath, Berkley, Mich assigncr t0 Qhrysler Corporation, Highland Park, Mich, a

corporation of Delaware 8 Claims.

This invention relates to an improved electrical circuit for a transmission and clutch control apparatus for an automotive vehicle.

A control s stem for a clutch and transmission used in conjunction with a conventional fluid coupling was described in the copending application, Serial No. 779,659 filed August 26, 1947, by David Toot and application, Serial No. 760,696 filed October 18, 194'? by David F. Toot. The present invention provides an improved electrical circuit for the control systems described therein, and more particularly simplifies the switch associated with the transmission shift rail and incorporates a grounded switch adapted to be closed when the shift solenoid is energized.

It is a principle object of this invention to provide an electrical circuit which incorporates a supplemental means to ground the shift solenoid thereby eliminating the central terminal provide-:1

in the shiftrail switches described in the copending application, Serial No. 770,659 filed August 1947, by David F. Toot and application, Serial 'No. 780,696 filed October 18, 1947, by David F.

Toot.

It is a further object of the invention provide an electrical circuit which will permit the manual shift control lever to be left in its neutral position with the vehicle engine running without requiring the entire automatic control apparatus to he inactivated by operation of the selector switch.

Previous electrical circuits such as those'describecl in the copending applications have required that the vehicle operator turn the electrical system on: on any occasion when he desired to park the vehicle with the shift control lever in neutral and the engine running. The operation of the switch is an added driving complication. in addition such a system presented a danger that a child, for example, left in the vehicle while the engine is running might through playfulness operate the switch. The mechanism would then place the vehicle in a driving gear and the vehicle would move. The present electrical circuit eliminates the necessity of operating the selector switch and the problem of its unintended operation and vehicle motion. I

With electrical systems as previously described apotcntial danger exists in that on any occasion when the shift lever is accidentally placed in its neutral position a shift is made to the lower speed ratio drive. This is a characteristic of the alternator mechanism described in application, Serial No. 770,659 filed by David F. Toot and application, Serial No. 755,612 filed by Maurice C. Robinson.

It is common knowledge that transmissions occasionally slip out of driving engagement. If this should occur while the vehicle was traveling at a high rate of speed it would be disastrous if the control mechanism shifted the transmission into a lower speed ratio drive. This would occur if the electrical circuit of the copending application, Serial No. 770,659 was used with the aiternator mechanism. In applicants electrical circuit the shift solenoid is not energized when the shift control mechanism is in its neutral position. Therefore, this hazard is eliminated.

It is an object of the invention to provide an electrical circuit which will not operate to change the speed ratio drive unless one of two particular speed ratio drives is at that time in operation. With previous electrical circuits it would be quite possible to produce complications if the driver should absentmindedly turn the selector switch on while the vehicle was being operated in another speed ratio drive such as the low speed commcnly associated with the conventional transmission. With these previous circuits it would be unpredictable as to whether the mechanism would place the transmission in second speed drive or in reverse drive for it would be a race between the return of the selector finger to the lower shift rail as against rotation of the finger under the influence of the vacuum cylinder. In applicant's device a circuit to the shift solenoid cannot be established unless the vehicle is operating in second or high speed drive. In copending application, Serial No. 780,718 filed October 18, 1947 by Maurice C. Robinson a switch is provided on the low and reverse shift rail to solve this problem. However, applicants electrical circuit solves the problem without the addition of an extra switch.

It is a further object of the invention to provide an electrical circuit to produce the above operating characteristics with a minimum of expense. My circuit-isparticularly adapted to use relatively inexpensive switches in association with the transmission shift rail thereby reducing the cost of the mechanism.

- Other objects and advantages of the invention will be apparent from the following description taken in connection with the accompanying drawings, in which:

Fig. l is a perspective view of a clutch and transmission control apparatus incorporating my invention;

Fig. 2 is a circuit diagram of the electrical circult used in the Fig. 1 control apparatus;

Fig. 3 is a vertical section of a portion of the mechanism carried by the transmission housing;

Fig. i is a section on the line 4-4 of 3;

Fig. 5 is a partial section taken on the line 5-5 of Fig. 4;

Fig. 6 is a section taken on the line B-8 of Fig. 3 and showing the transmission shift rail and its associated switches;

Fig. 7 is a partial section of the torque shaft and its associated levers shown mounted on the vehicle frame in Fig. l; and

Fig. 8 is a section on the line 88 of Fig. '7.

The control mechanism to be described herein is adapted to actuate a transmission of the type illustrated in Patent No. 2,284,191 and a conventional friction clutch. This control system is particularly adapted for use in conjunction with a friction clutch and transmission when they are associated with a fluid coupling. The relationship of the fluid coupling to the control system is described in the copending application, Serial No. 661,298, filed April 11, 1946, by Carl A. Neracher et al.

A motor vehicle transmission H] has a conventional friction clutch i2 operatively associated therewith as illustrated in Fig. 1. An automatic control mechanism is associated with the transmission and clutch and adapted to control the operation thereof in response to predetermined vehicle operating conditions. The automatic transmission control mechanism is superimposed on a manual control of the type described in Patent No. 2,284,191. The selector mechanism described in the above patent is nor mally in engagement with one of the shift rails. This shift rail is designated by the numeral H in the drawings herein. The automatic control apparatus to be described herein only actuates the selector mechanism to move that one shift rail and does not engage the selector mechanism with the other shift rail. Therefore, the discussion herein of a control mechanism will be directed to means to selectively rotate the vertical control shaft of the transmission in opposite directions and thereby move the one shift rail in opposite directions. This rotation of the control shaft will create a relatively fast or a relatively slow speed ratio drive depending upon the direction of movement of the shift rail. For reasons of simplicity this will be referred to herein as effecting a change in the speed ratio drive between that which is commonly referred to in a conventional transmission as a second speed drive and that which is commonly referred to as direct drive. It is to be understood, however, that the movements of the control apparatus could effect any other change in speed ratio drive desired.

The control apparatus is powered by a piston adapted to be actuated under selected vehicle operating conditions by manifold vacuum. An airtight housing is containing a cylinder it has tubular connections I8 and with the engine intake manifold. A piston 22 is slidably mounted in cylinder i8 and a spring 24 acting on piston 22 and reacting on housing 14 urges piston 22 to one end of cylinder iii. A solenoid actuated valve is positioned between the tubular connections l8 and 28 and adapted when energized to operatively connect the tubular connections l8 and 20 so that air will be evacuated from the cylinder 15 by the intake manifold vacuum of the engine. The solenoid operated valve 26 is also adapted to vent cylinder I6 when it operatively disconnects tubular connections 18 and 20. Manifold low pressure, or vacuum as it is com- 4 monly referred to, by evacuating air from cylinder i8 overcomes spring 24 when valve 26 is open thereby moving the piston 22 to the left in Fig. 1. A piston rod 28 connects the piston 22 with an arm 30 which is rotatably mounted on a torque shaft 32. The torque shaft 32 has one end thereof rotatably mounted on the vehicle frame 34 and the other end rotatably mounted adjacent the engine block (not shown) in a manner well known in the art. The torque shaft 32 and its associated levers are illustrated in detail in Figs. 7 and 8. A lever 35 keyed to shaft 32 is provided with a depending arm 38. The usual clutch pedal 48 is rotatably mounted at 42 on a shaft (not shown). An extension 44 of clutch pedal 48 depends below rotatable mounting 42 and has fixed thereto a pin 45. A rod 48 operatively connects arm 38 with pin 46. A slot 58 provided in rod 43 permits relative movement in one direction between rod 48 and pin 46. The upper end of lever 3'6 may be operatively associated with the usual over center clutch spring. An arm 52 is keyed to torque shaft 32. A rod 54 connects arm -52 with clutch throwout fork 55. Clutch throwout fork 58 engages a collar and operates a friction clutch 12 in a manner well known in the art. A typical clutch is illustrated and described in Patent No. 2,182,407. The lever 36 previously 'eferred to is provided with a pin 58 which is 1 adapted to be engaged by the arm 39 when the latter is rotated in a counterclockwise direction in response to movement of piston 22 under the influence of manifold vacuum. When the solenoid actuated valve 28 is energized and the piston 22 moved to the left in Fig. 1 piston rod 28 rotates arm 38 in a counterclockwise direction. Arm 30 engages and carries therewith the pin 58 associated with lever 36 thereby rotating the lever 38. The lever 35 is keyed to the torque shaft 32 and the torque shaft 32 is thus rotated. Rotation of the shaft 32 rotates the arm 52 which is keyed thereto. This pushes rod 54, rotates clutch throwout fork 56 and disengages the clutch i2. The rotation of the lever 36 and the depending arm 38 in this counterclockwise direction does not cause a depression of the clutch pedal 46 because of the cooperation of the slot in rod 48 and the pin 48. This pin and slot combination permits movement of rod 48 to the right in Fig. 1 without an accompanying depression of clutch pedal 48. When solenoid actuated valve 26 closes the operative connection between tubular connections [8 and 23 and vents the cylinder 16, spring 24 returns the parts described in their original position permitting the clutch to reengage under the influence of its own self contained springs.

The movement of piston 22 also effects a change in transmission speed ratio drive by rotating the vertical control shaft 60. Reference may be made to Patent No. 2,284,191 for a further description of the means by which rotation of shaft 68 effects a change in the transmission speed ratio drive. The torque shaft 32 is provided with a collar 62 which is rotatably mounted thereon. An arm 64 is keyed to collar 62. An arm 68 is provided on a motion translating device M to be described herein and a pair of rods 66 and 6'! are operably connected by a resilient lost motion connection 10 and respectively connected to arm 54 and arm 68. The resilient connection cushions the motion of arm 68 in re sponse to sudden movement of piston 22. The arm 30 is keyed to collar 62. Movement of the piston 22 is repeated by arm 68. As the piston 22 moves to the left in Fig. 1 the piston rod 28 rotates arm in a counterclockwise direction. Rotation of collar 62 in a counterclockwise direction rotates lever 64 and moves rod 66 to the right in Fig. 1 thereby rotating the arm 68 in a counterclockwise direction. When the solenoid actuated Valve closes and vents cylinder I6 the spring 24 returns piston 22 to the right. end of housing It and moves arm 68 in a clockwise di-- rection.

The arm 68 is adapted to actuate a motion translating device generally designated bythe numeral 14. The device 14 is adapted to translate. successive counterclockwise (in Fig. 1) rotations of lever 68 to alternate counterclockwise and clockwise rotations of transmission control shaft 60 (Fig. 3). The device 14 is mounted in a housing 16 secured to the lower portion of the transmission It. A lever 18 has a central portion thereof keyed to the transmission control shaft 60. A pair of fingers 8i) and 82 are each rotatably mounted on lever 18 on opposite ends thereof; The arm 68 previously referred to iskeyed to a shaft. 84 which is mounted in thehousing 16 The arm I58 and shaft 84. are rotated in response to movement of the piston 22 in the vacuum cylinder. An arm 86 is keyed to shaft 84 inside of the housing It. The fingers 80 and 82 are each. provided with a recessed portion. 88

adapted to receive a pin 90 which is carried by the end portion of arm 86. In operation the pin 90 moves between the, fingers 8B and 82. Rotation of the arm 86 in a clockwise direction in Fig. 4 will cause the pin 96 to engage and pull one of the fingers to the right as viewed in Fig. 4 to thereby rotate lever 18 and shaft 69. The direction ofrotation of shaft 60 will be dependent upon whether finger 83 or 82 was moved by-pin 90. The direction of rotation of shaft 60 will determinethe speed ratio drive to be efiected by the transmission I0. Rotation of arm 86 in a counterclockwise direction in Fig. 4 is used to index the arm 86 relative to the fingers Bil and 82. The next succeeding clockwise movement of arm 86 will pull the other finger and reverse the rotation of shaft 60 thereby effecting a change in the trans mission speed ratio drive. Movement of piston 22' under the influence of vacuum causes the clockwise rotation ofarm 86 and the spring return of piston. 22 causes the counterclockwise rotation of arm 86. A sprin 94 urges the fingers together.

Means tov control the actuation of the valve 2;6 and piston 22' is illustrated in Figs. 1' and 2. A grounded source I60 of electric energy is con-- nected through ignition switch I02 to a switch I04 by an electrical conductor I06. Switch I04 is adapted to provide a selection between manual and automatic operation of the clutch and transmission and may be placed on the dash or other location convenient to manipulation by the driver ofthe vehicle. A switch I08 is associated with the clutch pedal as described in copending application, Serial No. 180,718 filed October 18', 194'1byM'aurice C. Robinson. Electrical lines connect switches I04 and I 98 with a switch IIIl adapted; to be closed whenthe throttle is substantially closed. Line II2 connects switch IIII with a switch H4 located in the motion translating mechanism. Line I-IB connects switch II4 with the solenoid operated valve 26. Line II1 connects solenoid va1ve26 with the inlet terminal I-I-8- of a vehicle speed responsive governor I20; The governor is provided with outlet terminals I22 and I24 and. isadapted to electrically con..-

nect terminal II8 with the terminal I22 below a predetermined vehicle speed and to electrically connect the terminal lit with the terminal I24 above this predetermined speed. A pair of grounded switches I26 and I21are adapted to be actuated by movement of the shift rail in the transmission. These switches are illustrated in Figs. 2 and 6; A line I28 electrically connects the terminal I24 of the speed responsive governor to switch I25. A line I38 connects terminal I22 of the speed responsive governor to switch I21. When the shift rail I I is moved to its direct drive position which is to the left in Fig. 6, a recess I32 therein permits switch I26 to open. When the shift rail is moved to the right in Fig. 6 a;

recess I34 therein permits switch I21 to open. Each switch when not aligned with a recess is closed. Thus switch I26 is made in second speed drive and switch I21 made in direct drive.

The switch I I4 which is associated with the motion translatin mechanism is illustrated in Fig. 5. The lines I I2 and I I6 are connected to switch I I5. A body portion I62 is provided with terminals IE6 and IE5. These terminals are electrically connected to lines H2 and IE6 respectively. A plunger element I68 carries a ball I69 and a contact. element I10 which is adapted to bridge the terminals I64 and mt.- A spring I12 urges the plunger element I68 downward and away from the terminals. A plate I14 is slidably mounted on the transmission housing and has abutments I15 and I16 provided adjacent its ends. The pin 93 on the arm 86 is adapted to contact the abutments I15 and I16 as an incident to its movement in response to movement of piston 22. The plate I14 is provided with an opening I11 which when aligned with ball I69 permits the ball to project therethrough so that switch H4 is opened. When the arm 86 begins to rotate there is a portion of its movement effected before the switch H4 is turned off by the alignment of opening I11 and ball I69. The switch H4 is thus normally closed but is opened when the change in transmission'speed ratio drive is effected by clockwise movement of arm 86. The switch H4 is again closed as an incident to the return of arm- 86 to its initial position. The switch assures that the circuit will be broken after the change in transmission speed ratio drive has been effected and before piston 22 has returned to its initial position to reengage the clutch. This serves to prevent the solenoid 26 from remaining energized if the vehicle speed radically changes after the shift has been initiated. The lost motion feature'of' the switch is provided so that the switch will be on and the solenoid 26 energized until the shift is completed and the other speed ratio drive effected. The use of a lost motion switch is described in the copending application, Ser al No. 780,696 filed October 18, 1947 by David F. Toot.

The lever 86 is normally in the position furthest to the left/as viewed in Fig. 4:. This is the position assumed by the arm 86 when the solenoid actuated valve 26 is deenergized and the piston 22 at rest in the right end of the cylinder I6. When the solenoid, valve 25 is energized and the piston 22 moves to the left in Fig. l the clutch throwout fork 56 is moved to the right to disengage the clutch and the arm 86 is moved to the right in Fig. 4 to move one of the fingers and thereby rotate the shaft Eli to eifect a change in transmission speed ratio drive. When the solenoid valve 26 is deenergized the piston 22 returns to the: right in Fig; 1V and. the arm. 86'is indexed back to the solid line position in Fig. .4 so that it will be in position for the next change in speed ratio drive. The return of piston 22 also permits clutch I2 to reengage under the influence of springs contained therein. If for any reason the solenoid actuated valve 26 did not become deenergized after the clutch had been disengaged and the shaft 80 rotated the reengagement of the clutch would be prevented. The switch H4 is adapted to prevent this situation from occurring.

Referring to Fig. 2 the operation of the electrical circuit thus far described will be explained. In operation, the driver of the vehicle closes the ignition switch I02 as an incident to operation of the vehicle. If the driver wishes the automatic control mechanism described herein to effect for him changes in transmission speed ratio drive he so designates by closing switch I04 on the dash. When the vehicle is operating and the driver desires that a shift or change in speed ratio drive be eliected he so signals by releasing his foot from an accelerator pedal I80 thereby closing switch H0. The switch I is normally closed during vehicle operation. It will be noted that the switch I is is normally in its closed position as illustrated in Fig. prior to energization of the control system. The governor terminal H8 has been illustrated in Fig. 2 as in contact with the terminal l22. This indicates that the vehicle speed is low and the lower speed ratio drive desired. Electricity from the grounded storage battery 1'00 thus passes through the closed switches I02, I04, I08, H0, H4 and through the solenoid valve 26 to the terminals H8 and I22 to switch 5 I21. If the vehicle is at that time operating in direct drive the shift rail II is in the left hand position in Fig. 6 and the switch I21 is closed thus providing a ground for the circuit. The solenoid actuated valve 26 is thereby energized. The energization of valve 2'6 exposes the cylinder It to the intake manifold of the engine thereby moving piston 22 to the left in Fig. 1 to disengage the clutch i2 and to rotate transmission control shaft 80. Rotation of shaft 50 moves the shift rail II to the right in Fig. 6 to effect a lower speed ratio drive. The movement of the shift rail II to the right opens switch I2? and closes switch l25. As long as the vehicle speed remains below the predetermined governor speed the circuit is broken by the governor I and valve 26 deenergized. When the circuit is broken and the solenoid actuated valve 26 deenergized piston 22 is moved to the right in Fig. l by spring 24. This indexes the arm 86 of the motion translating mechanism of Fig. 4 and permits the clutch 52 to reengage. During normal operation of the vehicle the driver will then depress the accelerator pedal I80 thereby opening switch H0. If the vehicle should then accelerate sufiiciently so that the predetermined speed of the governor is exceeded the terminal IIB thereof Will be electrically connected with the terminal I24. Since the vehicle is operating in its lower speed ratio drive with the shift rail Ii moved to the right in Fig. 6 the switch I29 is closed. If under these conditions the operator releases the accelerator pedal I80 and the switch 1 i0 is closed a circuit is established and solenoid valve 28 is energized. The energization of solenoid valve 26 causes a clutch disengagement and a shift to direct drive in the transmission which deenergizes valve 26 and causes a clutch reengagement. However, after the solenoid 26 is initially energized as described above it becomes desirable to have it remain energized until the change in transmission speed ratio drive is completed. This cannot be assured as long as the energization is dependent upon the vehicle speed and the operation of governor controlled switch I20. Therefore I have provided a supplemental means to maintain a ground for the circuit which is independent of the switches I20, I26 and I21. The solenoid operated valve 26 comprises a coil 20I located in a housing or casing 200. A valve stem 206 is lifted by energization of the coil and returned by a spring 203 when the coil is deenergized. The valve casing 200 associated with the solenoid operated valve 26 is grounded at 202 and provided with an insulated terminal 204 electrically connected to line Ill. The valve stem 206 is provided with a terminal 208 adapted to contact the terminal 204. When the solenoid valve 26 is energized the valve stem 206 moves upward in Fig. 2 and the contacts 204 and 208 engage thereby providing a ground for the circuit through contacts 204, 208, valve stem 206, casing 200 and ground 202. This ground is completely independent of switches I26 and I21 and vehicle speed responsive switch I20 except that they are required for the initial energization of the circuit. After the change in transmission speed ratio drive has been effected the switch H4 is opened. This deenergizes solenoid valve 26 and permits spring 2A to return the piston to its initial position thereby permitting theclutch to reengage and permitting the alternator switch H4 to close preparatory to the next change in speed ratio drive.

I claim:

1. A control for an automotive transmission having components adapted to be moved to effect a first and a second speed ratio drive comprising a power element, motion transmitting means operatively, connecting said power element and said components and adapted to move said components in response to movement of said power element, a solenoid, means associated with said solenoid and adapted to eiiect movement of said power element when said solenoid is energized, a grounded source of electric energy electrically connected to said solenoid, electrical circuit means responsive to vehicle speed and speed ratio drive to control the initial energization of said solenoid by providing a ground therefore under predetermined conditions or" vehicle speed and speed ratio drive a supplemental circuit to ground said solenoid including grounded switch means adapted to be closed by the energization of said solenoid to maintain energization of said solenoid independently of subsequent deviations of vehicle speed and ratio drive from said predetermined conditions, and switch means operatively associated with said motion transmitting means and adapted to open said circuits to deenergize said solenoid when said motion transmitting means is in a predetermined position.

2. A control for an automotive transmission having components adapted to be moved to effect a first and a second speed ratio drive comprising a power element, motion transmitting means operatively connecting said power element and said components and adapted to move said components in response to movement of said power element, a solenoid, means associated with said solenoid and adapted to efiect movement of said power element when said solenoid is energized, a grounded source of electric energy electrically connected to said solenoid, a plurality of means to ground said solenoid to complete a circuit to said source through said solenoid, including a first means to ground said solenoid when a first predetermined set of conditions of vehicle speed and speed ratio drive are obtained as an incident to operation of said vehicle, a second means to ground said solenoid when a second predetermined set of conditions of vehicle speed and speed ratio drive are ob tained and a third means to ground said solenoid including grounded switch means adapted to be closed as an incident to energization of said solenoid to maintain energization of said solenoid re gardless of the subsequent condition of said first and second means, and switch means operatively associated with said motion transmitting means and adapted to deenergize said solenoid when said motion transmitting means is in a predetermined position.

3. In an automotive vehicle provided with a transmission having change speed mechanism operable to provide a first and a second speed ratio drive, an electrical system comprising a vehicle speed responsive switch having a first electrical circuit therethrough above a predetermined vehicle speed and a second electrical circuit therethrough below a predetermined vehicle speed, a second switch electrically connected to said first electrical circuit and adapted to ground said first circuit when said transmission is operating in said first speed ratio drive, a third switch electrically connected to said second electrical circuit and adapted to ground said second circuit when said transmission is operating in said second speed ratio drive, a power element motion transmitting means operatively connecting said power element and said change speed mechanism for operating the transmission between said first and said second speed ratio drives, electromag netic means for controlling the movement of said power element, said electromagnetic means being adapted when energized to initiate movement of said power element and motion transmitting means to effect a change in speed ratio drive by said change speed mechanism, a grounded source of electric energy, a first electrical connection oetween said source and said electromagnetic means, a second electrical connection between said electromagnetic means and said vehicle speed responsive switch, a grounded fourth switch electrically connected to said second electrical con nection and adapted to ground said second connection when said electromagnetic means is energized whereby the initial energization of said electromagnetic means is obtained by grounding said system through said vehicle speed switch and said second or said third switch and energization of said solenoid is thereafter maintained by said grounded fourth switch, and switch means operatively associated with said motion transmitting means and adapted to open said first electrical connection to deenergize said electromagnetic means when said motion transmitting means is in a predetermined position.

4. In an automotive vehicle provided with an engine having a throttle, a driver operated throttle control and a variable transmission having change speed mechanism operable to provide a first and a second speed ratio drive, an electrical system comprising a vehicle speed responsive switch having a first electrical circuit therethrough above a predetermined vehicle speed and a second electrical circuit therethrough below a predetermined vehicle speed, a second switch electrically connected to said first electrical circuit and adapted to ground said first circuit when said transmission is operating in said first speed ratio drive, a third switch electrically connected to said second electrical circuit and adapted to round. said second circuit when said transmission is operating in said second speed ratio drive, a power element motion transmitting means operatively connecting said power element and said change speed mechanism for operating the transmission between said first and said second speed ratio drives, electromagnetic means for controlling the movement of said power element, said electromagnetic means being adapted when energized to initiate movement of said power element and motion transmitting means to efiect a change in speed ratio drive by said change speed mechanism, a grounded source of electric energy, a fourth switch associated with said throttle control and adapted to be closed when said throttle approaches a closed position, means providing a path for electric current from said source to said throttle control switch and from said throttle control switch to said electromagnetic means, means forming a path for electric current from said electromagnetic means to said vehicle speed responsive switch, a grounded fifth switch electrically connected to said second electrical path and adapted to ground said second path when said electromagnetic means is energized whereby the initial energization. of said electromagnetic means is obtained by closing said throttle control switch and grounding said system through said vehicle speed switch and said second or said third switch and energization of said solenoid is thereafter maintained through said throttle control switch by said grounded fifth switch, and switch means operatively associated with said motion transmitting means and adapted to deenergize said electromagnetic means when said motion transmitting means is in a predetermined position.

5. In an automotive vehicle provided with an engine having a throttle, a driver operated throttle control and a variable speed transmission having a first and a second speed ratio drive, an electrical system comprising a vehicle speed responsive switch having a first electrical circuit therethrough above a predetermined vehicle speed and a second electrical circuit therethrough below a predetermined vehicle speed, a second switch electrically connected to said first electrical circuit and adapted to ground said first circuit when said transmission is operating in said first speed ratio drive, a third switch electrically connected to said second electrical circuit and adapted to round said second circuit when said transmission is operating in said second speed ratio drive, power means for operating the transmission between said first and said second speed ratio drives, electromagnetic means for controlling the operation of said power means, said electromagnetic means being adapted when energized to initiate a change in speed ratio drive by said power means, a grounded source of electric energy, a fourth switch associated with said throttle control and adapted to be closed when said throttle approaches a closed position, a fifth switch associated with said power means, means to open said fifth switch under all conditions when said power means is in other than a predetermined condition, means providing a path for electric current from said source to said electromagnetic means through said fourth and said fifth switches, means forming a path for electric current from said electromagnetic means to said vehicle speed responsive switch and a grounded sixth switch electrically connected to said second electrical path and adapted to ground said second path when said electromagnetic means is energized whereby the initial energization of said electromagnetic means is obtained by closing said throttle control switch when said power means is in said predetermined condition and grounding said system through said vehicle speed switch and said second or said third switch and energization of said solenoid is thereafter maintained through said throttle control switch by said fifth switch and said grounded sixth switch.

6. A control for an automotive transmission and clutch, said transmission having components adapted to be moved to eiiect a first speed ratio drive and a second speed ratio drive and said clutch having components movable to engaged and disengaged positions, said control comprising a power element movable in a first direction and return, motion transmitting means operatively connecting said power element with said clutch components and operatively connecting said power element with said transmission components so that motion of said power element in its first direction efiects a disengagement of said clutch and movement of said transmission components and return movement of said power element efiects a reengagement of said clutch, a solenoid, means associated with said solenoid and adapted to eiiect movement of said power element in said first direction when said solenoid is energized, spring means to efiect the return movement of said power element when said solenoid is deenergized, a grounded source of electric energy electrically connected to said solenoid, electrical circuit means responsive to vehicle speed and speed ratio drive to control the initial energization of said solenoid by providing a first ground therefor under predetermined conditions of vehicle speed and speed ratio drive, a supplemental circuit to ground said solenoid including a switch having relativel movable contact elements, one of said contact elements being electrically connected to said electrical circuit means and the other of said contact elements being grounded, one of said contact elements being mounted for movement in response to energization of said solenoid to close said switch and provide a ground for said solenoid in addition to said first ground, and switch means operatively associated with said motion transmitting means and adapted to deenergize said solenoid for reengagement of said clutch in response to movement of said motion transmitting means to ponents so that motion of said power element in its first direction effects a disengagement of said clutch and movement of said transmission components and return movement of said power element effects a reengagement of said clutch, a solenoid, means associated with said. solenoid and adapted to eiiect movement of said power element in said first direction when said solenoid 'is energized, spring means to efiect the return movement of said power element when said solenoid is deenergized, a grounded source of electric energy electrically connected to said solenoid, a plurality of means to ground said solenoid to complete a circuit to said source through said solenoid including a first means to ground said solenoid when a first predetermined set of conditions of vehicle speed and speed ratio drive are obtained as an incident to operation of said vehicle, a second means to ground said solenoid when a second predetermined set of conditions of vehicle speed and speed ratio drive are obtained, a third means to ground said solenoid as an incident to energization thereof whereby the initial energization of said solenoid is dependent upon vehicle speed and speed ratio drive and the continued energization of said solenoid is independent of vehicle speed and speed ratio drive, and switch means operatively associated with said motion transmitting means and adapted to deenergize said solenoid for reengagement of said clutch in response to movement of said motion transmitting means to a predetermined position.

8. In an automotive vehicle, an engine, a transmission having change speed mechanism operable to provide a first and a second speed ratio drive, a clutch having relatively movable components adapted to be engaged to provide a power transmitting connection between said engine and said transmission and to be disengaged to operatively disconnect said engine and said transmission, an electrical control system for said clutch and said transmission comprising a vehicle speed responsive switch having a first electrical circuit therethrough above a predetermined vehicle speed and a second electrical circuit therethrough below a predetermined vehicle speed, a second switch electrically connected to said first electrical circuit and adapted to ground said first circuit when said transmission is operating in said first speed ratio drive, a third switch electrically connected to said second electrical circuit and adapted to ground said second circuit when said transmission is operating in said secand speed ratio drive, a power element movable in a first direction and return, motion transmitting means operatively connecting said power element with said clutch components and operatively connecting said power element with said change speed mechanism so that motion of said power element in its first direction effects a disengagement of said clutch and movement of said transmission components and return movement of said power, element eflects a reengagement of said clutch, a solenoid, means associated with said solenoid and adapted to effect movement of said power element in said first direction when said solenoid is energized, spring means to efiect the return movement of said power element when said solenoid is deenergized, a grounded source of electric energy, a first electrical connection between said source and said solenoid and a second electrical connection between said solenoid and said vehicle speed responsive switch and a grounded fourth switch electrically connected to said second electrical connection and adapted to ground said second connection when said solenoid is energized whereby the initial energization of said solenoid is obtained by grounding said system through said vehicle speed switch and said second or said third switch and subsequent energization of said solenoid is maintained by said grounded fourth switch, and switch means operatively associated with said motion transmitting means and adapted to deenergize said solenoid for reengagement of said clutchin REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Name Date Tenbrook June 21, 1932 Number Number 14 Name Date Kliesrath Oct. 31, 1939 Britton -Q Jan. 23, 1940 Morrison July 16, 1940 Adams July 23, 1940 Pescara, Nov. 26, 1940 Price et a1. June 23, 1942 Randol June 13, 1944 Randol Jan. 20, 1948 

